JP7204041B2 - Operating state diagnosis device - Google Patents

Description

The present disclosure relates to, for example, an operating state diagnosis device for diagnosing shock absorbers arranged between a vehicle body and a bogie of a railroad vehicle.

2. Description of the Related Art A vehicle is known in which a shock absorber is arranged between a bogie and a vehicle body in order to improve the riding comfort of a railroad vehicle. For example, Patent Literature 1 describes a technique in which a yaw damper as a shock absorber is arranged between a vehicle body and a bogie of a railway vehicle to suppress bending vibration of the vehicle body while suppressing vibration of the bogie.

Since shock absorbers contribute to improving the ride comfort of passengers/crews, it is desirable to be able to diagnose an abnormality before or during operation of a railway vehicle. For example, Patent Literature 2 describes a technique for detecting both bogie vibration and wheelset vibration, and detecting a track abnormality and a bogie abnormality based on the bogie vibration value and the wheelset vibration value. . Patent Literature 3 describes a technique for diagnosing an abnormality by vibrating a railway vehicle in a stopped state. Japanese Patent Laid-Open No. 2002-200002 describes a technique for detecting acceleration in the vertical direction and acceleration in the pitching direction, and detecting an abnormality in a shock absorber based on the phase difference between the vertical translation and the pitching.

JP 2014-198522 A Japanese Patent Application Laid-Open No. 2004-170080 (Patent No. 3779258) JP 2019-27874 A Japanese Patent Application Laid-Open No. 2012-111480 (Patent No. 5662298)

In the case of the prior art, in addition to existing sensors, additional sensors may be required in order to accurately determine a shock absorber abnormality.

An object of an embodiment of the present invention is to provide an operating state diagnostic device capable of improving the accuracy of abnormality determination while suppressing the addition of sensors (measuring means).

An operating state diagnostic device according to an embodiment of the present invention is a shock absorber operating state diagnostic device arranged between a vehicle body and a bogie of a railway vehicle, and includes a position detection unit that acquires and outputs position information of the bogie. and a pressure measuring unit for measuring and outputting a pressure value applied to a spring mechanism provided between the vehicle body and the bogie, and using the pressure value of the spring mechanism output from the pressure measuring unit, using a spring mechanism displacement calculation unit that calculates and outputs the vertical displacement of the spring mechanism, a railway vehicle model that is arranged in the railway vehicle and models the railway vehicle, the position information, and the pressure value of the spring mechanism; a spring mechanism displacement estimating unit for estimating and outputting the vertical displacement of the spring mechanism; a calculated value of the vertical displacement of the spring mechanism output from the spring mechanism displacement calculating unit; and a shock absorber abnormality determination unit that compares the estimated value of the vertical displacement of the spring mechanism and determines abnormality of the shock absorber.

Further, an operating state diagnostic device according to one embodiment of the present invention is an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, the vehicle body measuring and outputting the vertical acceleration of the vehicle body. an acceleration measurement unit; a position detection unit that acquires and outputs position information of the truck; a pressure measurement unit that measures and outputs a pressure value applied to a spring mechanism provided between the vehicle body and the truck; a vehicle body acceleration estimating unit disposed in a railway vehicle for estimating and outputting a vertical acceleration of the vehicle body using a railway vehicle model modeling the railway vehicle, the position information, and the pressure value of the spring mechanism; Abnormality of the buffer by comparing the measured value of the vertical acceleration of the vehicle body output from the vehicle acceleration measuring unit and the estimated value of the vertical acceleration of the vehicle output from the vehicle acceleration estimating unit to determine the abnormality of the buffer. and a determination unit.

According to one embodiment of the present invention, it is possible to improve the accuracy of abnormality determination while suppressing the addition of measuring means (sensors).

BRIEF DESCRIPTION OF THE DRAWINGS The side view which shows schematically the rail vehicle by which the operating-state diagnostic apparatus and shock absorber (conventional damper) by 1st Embodiment were mounted. FIG. 2 is a block diagram showing the diagnostic device in FIG. 1; FIG. 2 is a flowchart showing control processing of the diagnostic device in FIG. 1; FIG. 4 is a flow chart showing control processing of a diagnostic device according to a first modified example; FIG. 11 is a flowchart showing control processing of a diagnostic device according to a second modified example; FIG. FIG. 11 is a flowchart showing control processing of a diagnostic device according to a third modified example; FIG. The flowchart which shows the control processing of the diagnostic apparatus by a 4th modification. FIG. 11 is a flowchart showing control processing of a diagnostic device according to a fifth modification; FIG. FIG. 11 is a flow chart showing control processing of a diagnostic device according to a sixth modification; FIG. The side view which shows roughly the railway vehicle by which the operating-state diagnostic apparatus and shock absorber (semi-active damper) by 2nd Embodiment were mounted. FIG. 11 is a plan view schematically showing the positional relationship of the vehicle body, bogie, shock absorber, acceleration sensor, etc. in FIG. 10; FIG. 11 is a block diagram showing a control device in FIG. 10; FIG. 11 is a flowchart showing control processing of the control device in FIG. 10; FIG. 11 is a flow chart showing control processing of a control device according to a seventh modification; FIG. FIG. 11 is a flowchart showing control processing of a control device according to an eighth modification; FIG. FIG. 12 is a flow chart showing control processing of a control device according to a ninth modification; FIG. FIG. 12 is a flowchart showing control processing of the control device according to the tenth modification; FIG. FIG. 22 is a flowchart showing control processing of the control device according to the eleventh modification; FIG. FIG. 21 is a flowchart showing control processing of a control device according to a twelfth modification; FIG.

Hereinafter, a case in which the operating state diagnosis device according to the embodiment is mounted on a railway vehicle such as an electric train, a diesel car, and a passenger car will be described as an example with reference to the accompanying drawings. It should be noted that the flowcharts in the drawings use the notation "S" for each step (for example, step 1 = "S1"). 1, 10 and 11, the left side of the drawing (one side in the longitudinal direction of the vehicle) is the front side in the traveling direction of the railway vehicle, and the right side of the drawing (the other side in the longitudinal direction of the vehicle) is the railway. It will be described as the rear side in the traveling direction of the vehicle. However, the right side of the drawing may be the front side and the left side of the drawing may be the rear side.

1 to 3 show a first embodiment. In FIG. 1, a railway vehicle 1 (hereinafter referred to as vehicle 1) includes a vehicle body 2 on which crew members such as passengers and crew members ride, and a front bogie 3A and a rear bogie 3B provided below the vehicle body 2. It has These two bogies 3A and 3B are mounted on the front side of the car body 2 (one side in the longitudinal direction of the car body 2, the left side in FIG. 1) and the rear side (the other side in the longitudinal direction of the car body 2, the right side in FIG. 1). are spaced apart. Thereby, the vehicle body 2 of the vehicle 1 is installed on the pair of trucks 3A and 3B. In addition, in FIG. 1, in order to avoid complicating the drawing, one vehicle 1, that is, a train of one-car formation is shown. However, in general, a train in which a plurality of cars 1 are connected, that is, a train composed of a plurality of cars 1 is operated.

The trucks 3A and 3B are provided with wheels 4 and 4 on both longitudinal ends of the axles 5 and 5 (that is, on both sides of the vehicle body 2 in the width direction). 2 each are attached. Thus, each truck 3A, 3B is provided with four wheels 4, 4, respectively. The vehicle 1 runs along the rails R as each wheel 4, 4 rotates on the left and right rails R (only one is shown in FIG. 1). Note that the horizontal direction, which is the width direction of the vehicle body 2, is based on the state facing the traveling direction. That is, the left-right direction corresponds to the width direction of the vehicle body 2 (the axial direction of the axles 5, 5). For example, in FIG.

A plurality of air springs 7A, 7B for elastically supporting the vehicle body 2 on the respective trucks 3A, 3B are provided between the vehicle body 2 of the vehicle 1 and the bogies 3A, 3B. A plurality of dampers 8A, 8B arranged in relation to each other are provided. The air springs 7A, 7B are also called "pillow springs" or "suspension springs", and are provided between the vehicle body 2, etc., which serves as a "sprung mass" and the trucks 3A, 3B, etc., which serve as an "inter-sprung mass". Corresponds to "secondary spring". That is, the air springs 7A, 7B constitute a spring mechanism provided between the vehicle body 2 and the bogies 3A, 3B. The "primary springs" are shaft springs (not shown) provided on the trucks 3A, 3B, that is, the wheels 4, 4 (wheelsets 6, 6) and the "mass between the springs", which are the "unsprung masses". It corresponds to the shaft springs provided between the bogie frames of the bogies 3A and 3B. The air springs 7A, 7B are provided, for example, one each on the left and right sides of each of the carriages 3A, 3B. That is, the air springs 7A and 7B are provided, for example, two per bogie and four per vehicle.

Dampers 8A and 8B as shock absorbers are arranged between the vehicle body 2 of the vehicle 1 and the bogies 3A and 3B. The dampers 8A and 8B are, for example, hydraulic shock absorbers configured as conventional dampers (passive dampers) whose damping force changes according to stroke speed. The dampers 8A and 8B, together with the air springs 7A and 7B, constitute a suspension that buffers (attenuates) vertical vibrations between the vehicle body 2 and the bogies 3A and 3B. That is, the dampers 8A and 8B, which are vertical dampers, generate a damping force that reduces the vertical vibration of the vehicle body 2 with respect to the bogies 3A and 3B. Thereby, the dampers 8A and 8B reduce (suppress) the vibration of the vehicle body 2 in the vertical direction. For example, the dampers 8A and 8B are arranged in parallel with the air springs 7A and 7B, respectively, and one damper is provided on each of the left and right sides of each of the carriages 3A and 3B. That is, two dampers 8A and 8B are provided for each bogie, and four dampers are provided for each vehicle.

Pressure sensors 9A and 9B are provided on air springs 7A and 7B, respectively. The pressure sensors 9A, 9B detect the pressure (internal pressure) of the air springs 7A, 7B. The pressure values measured by the pressure sensors 9A, 9B are used, for example, to control the air springs 7A, 7B. For this reason, the pressure sensors 9A, 9B are connected to a control device (not shown), for example, a control device for controlling the air springs 7A, 7B or a higher-level control device. Further, the pressure values measured by the pressure sensors 9A, 9B are used for diagnosing the operating state of the dampers 8A, 8B as described later. For this reason, the pressure sensors 9A and 9B are connected to the diagnosis device 13 via a control device and a communication line 14 (not shown). That is, signals corresponding to the pressures measured by the pressure sensors 9A and 9B are output to the diagnostic device 13 via the control device and communication line 14 (not shown). Thus, the pressure sensors 9A and 9B constitute a pressure measuring section that measures (detects) pressure values loaded on the air springs 7A and 7B and outputs signals corresponding to the pressure values to the diagnostic device 13. .

As shown in FIG. 2, the vehicle 1 is provided with a vehicle speed sensor 10 and a position sensor 11 in addition to the pressure sensors 9A and 9B. The vehicle speed sensor 10 detects the running speed (vehicle speed) of the vehicle 1 . The vehicle speed sensor 10 is connected to a control device (not shown), for example, a higher control device. As will be described later, the speed values measured by the vehicle speed sensor 10 are used for diagnosing the operational states of the dampers 8A and 8B. For this reason, the vehicle speed sensor 10 is connected to the diagnosis device 13 via a control device (not shown) and a communication line 14 . That is, a signal corresponding to the vehicle speed measured by the vehicle speed sensor 10 is output to the diagnostic device 13 via the control device and the communication line 14 (not shown). Thus, the vehicle speed sensor 10 constitutes a speed measurement unit that measures (detects) the speed value of the vehicle 1 and outputs a signal corresponding to the speed value to the diagnostic device 13 .

The position sensor 11 acquires the travel position (current position) of the vehicle 1 . The position sensor 11 includes, for example, a receiver that receives signals from navigation satellites of a satellite positioning system (SPNT) such as GPS. The position sensor 11 is connected to a control device (not shown), for example, a host control device. As will be described later, the positional information acquired by the position sensor 11 is used for diagnosing the operational states of the dampers 8A and 8B. For this reason, the position sensor 11 is connected to the diagnosis device 13 via a control device and a communication line 14 (not shown). That is, a signal corresponding to the positional information acquired by the position sensor 11 is output to the diagnostic device 13 via the control device and the communication line 14 (not shown).

Thereby, the position sensor 11 constitutes a position detection unit that acquires the position information of the trucks 3A and 3B as the running position of the vehicle 1 and outputs a signal corresponding to the position to the diagnosis device 13 . The running position of the vehicle 1 (the position of the bogies 3A and 3B) is obtained from a railway signal system used as, for example, an automatic train stop device, an automatic train control device, a signal protection device, etc., instead of the position sensor 11. good too. That is, the position detection section may be configured by a railway signal system. Similarly, the speed measuring unit may be configured by the railway signal system if the vehicle speed can be detected by the railway signal system. In these cases, the control device for the railway signal system mounted on the vehicle 1 corresponds to the position detection section and/or the speed measurement section.

By the way, in order to improve the riding comfort of railway vehicles, damping devices are arranged between bogies and car bodies (for example, Patent Documents 1 to 4). Vibration damping devices are intended to suppress vibrations in the vertical or horizontal direction. There is one using a control actuator (full active damper) that generates a control force to suppress vibration. Since such a damping device contributes to the improvement of ride comfort for passengers/crews, it is desirable to be able to diagnose an abnormality before or during operation of a railway vehicle.

That is, along with the increase in speed and added value of railway vehicles, techniques for reducing vehicle body vibration have been developed. Among them, a technique for diagnosing an abnormality (failure) of a damping force adjustable damper (variable damping damper) using hydraulic pressure is known. When diagnosing an abnormality in a railway vehicle, it is preferable to distinguish between an abnormality in the track, an abnormality in the bogie, and an abnormality in the shock absorber. For example, Patent Literature 2 describes a technique for detecting anomalies in tracks and carriages. Specifically, the acceleration sensors installed on multiple trucks detect the acceleration (vibration value) of the truck, and the acceleration sensors installed on multiple wheelsets detect the acceleration (vibration value) of the wheelsets. Detects bogie abnormalities.

Patent Literature 3 describes a technique for diagnosing an abnormality in each device (bogie frame, wheel set, actuator, etc.) of the vehicle by vibrating the railway vehicle in a stopped state. Furthermore, Patent Document 4 describes a technique for detecting vertical acceleration and pitching acceleration, and detecting an abnormality in a shock absorber from the phase difference between vertical translation and pitching. However, in order to detect abnormalities in the shock absorbers installed between the bogie and the car body with high accuracy, not only the existing sensors but also additional sensors such as sensors for detecting vibration of the wheelset are required. there is a possibility. In addition to incurring additional costs, this can increase system scale.

In contrast, the operating state diagnostic device 12 of the first embodiment can accurately determine (diagnose) an abnormality using an existing sensor without requiring an additional sensor. The operating state diagnostic device 12 of the first embodiment will be described below.

The operating state diagnostic device 12 diagnoses the operating state of the dampers 8A and 8B, which are conventional dampers. In addition to the pressure sensors 9A and 9B, the vehicle speed sensor 10, and the position sensor 11, the operating state diagnostic device 12 includes a diagnostic device 13 as an arithmetic processing device for performing diagnostic arithmetic processing. A diagnostic device 13 is provided in the vehicle 1 . The diagnostic device 13 receives the pressure of the air springs 7A and 7B from the pressure sensors 9A and 9B, the traveling speed (vehicle speed) of the vehicle 1 from the vehicle speed sensor 10, and the traveling position (current position) of the vehicle 1 from the position sensor 11. ) is input in real time via the communication line 14 . For this purpose, the diagnostic device 13 is connected via a communication line 14 to a higher-level control device (not shown). As a result, the vehicle information of the vehicle 1 (that is, the vehicle information including the pressure of the air springs 7A and 7B, the traveling speed of the vehicle 1, and the traveling position) is input to the diagnostic device 13 as a host signal via the communication line 14. be. The pressure sensors 9A and 9B, the vehicle speed sensor 10 and the position sensor 11 may be directly connected to the diagnostic device 13. FIG.

The diagnostic device 13 is installed at a predetermined position of the vehicle 1 (for example, a position substantially in the center of the vehicle body 2). The diagnostic device 13 includes, for example, a microcomputer. The diagnostic device 13 has a memory 13A as a storage unit composed of ROM, RAM, non-volatile memory, and the like. The memory 13A stores, for example, a processing program for executing a processing flow shown in FIG. 3, which will be described later, that is, a processing program used for diagnosing the operating states of the dampers 8A and 8B. In addition to the reference value (for example, reference pressure) and the judgment value (judgment reference, threshold value) used for diagnosing the operation state, the memory 13A stores the calculation of the state of the railway vehicle as described in Patent Document 1. Vehicle models such as state equations used for

The memory 13A also stores the pressures of the air springs 7A and 7B, the running speed of the vehicle 1, and the running position in real time. Further, the memory 13A stores information (data) for obtaining the vertical displacement (height position) of the track (track) at the running position from the running position, that is, the running position and the left and right tracks corresponding to this running position. The relationship with vertical displacement is stored as a map (trajectory MAP of each left and right wheel). This information (track information) can be rewritten to the latest information when track inspection work, track maintenance work, change work, or the like is performed, for example.

The diagnostic device 13 acquires pressure value signals from the pressure sensors 9A and 9B, a vehicle speed signal from the vehicle speed sensor 10, and a running position signal from the position sensor 11 in real time while the vehicle 1 is running. . As for the vehicle speed and/or the traveling position, a vehicle speed signal and/or a traveling position signal from the railway signal system may be used. The diagnostic device 13 determines abnormality of the dampers 8A and 8B based on these signals. Specifically, the diagnosis device 13 performs internal calculations based on the pressure values of the air springs 7A, 7B, the vehicle speed, and the traveling position of the vehicle 1, and performs processing for diagnosing the operation states of the dampers 8A, 8B.

In this case, the diagnostic device 13 calculates the vertical displacement of the air springs 7A, 7B from the pressure values of the air springs 7A, 7B. In addition to this, the diagnosis device 13 determines the "railway vehicle model ' is used to estimate the vertical displacement of the air springs 7A and 7B. The diagnostic device 13 then compares the calculated and estimated values of the vertical displacement of the air springs 7A, 7B to determine whether the dampers 8A, 8B are abnormal. That is, in the first embodiment, a vehicle model of the vehicle 1 is used based on the traveling speed of the vehicle 1, the current position, and the pressure sensor values of the air springs 7A and 7B, which are distributed to various devices in the vehicle 1. The displacements of the springs 7A and 7B are calculated as estimated values (displacement estimated values). Along with this, displacements of the air springs 7A and 7B are calculated as calculated values (displacement calculated values) from the pressure sensor values, pressure receiving areas, and spring constants of the air springs 7A and 7B. Then, these estimated values and calculated values are compared to determine whether the dampers 8A and 8B are abnormal.

For this purpose, as shown in FIG. 2, the diagnostic device 13 includes a reference pressure output unit 15, a subtraction unit 16, a spring displacement calculation unit 17 constituting a spring mechanism displacement calculation unit, and a spring reaction force calculation unit 18. , a mass change calculation unit 19, a track vertical displacement calculation unit 20 at the front axle position, a delay time calculation unit 21, a track vertical displacement calculation unit 22 at the rear axle position, and a spring displacement estimation unit as a spring mechanism displacement estimation unit. and a damper abnormality determination unit 24 as a buffer abnormality determination unit.

The reference pressure output unit 15 outputs the reference pressure P0 [Pa] of the air springs 7A and 7B prestored in the memory 13A to the subtraction unit 16 . The pressures of the air springs 7A and 7B (for example, the respective pressures of the four air springs 7A and 7B) are input to the subtraction unit 16 from the pressure sensors 9A and 9B, and the reference pressure output unit 15 outputs a reference pressure (for example, Reference pressure of each of the four air springs 7A, 7B) is input. The subtraction unit 16 subtracts the reference pressure P0 from the pressure P [Pa] of the air springs 7A and 7B (that is, the real-time pressure P) measured (detected) by the pressure sensors 9A and 9B, thereby obtaining the reference value. A differential pressure ΔP from the reference pressure P0 is obtained. That is, the subtraction unit 16 performs the calculation of the following equation (1).

The subtractor 16 outputs the calculated differential pressure ΔP (for example, the differential pressure ΔP of the four air springs 7A and 7B) to the spring displacement calculator 17 and the spring reaction force calculator 18 . The differential pressure ΔP is input from the subtractor 16 to the spring displacement calculator 17 . The spring displacement calculator 17 calculates the vertical displacement of the air springs 7A and 7B using the pressure values (more specifically, differential pressure ΔP) of the air springs 7A and 7B output from the pressure sensors 9A and 9B, The calculated value is output to the damper abnormality determination section 24 . In this case, the spring displacement calculator 17 divides the product of the differential pressure ΔP of the air springs 7A and 7B and the pressure receiving area A [m2] by the air spring constant K [N/m] to obtain the air spring displacement ΔX [ m]. That is, the spring displacement calculator 17 performs the calculation of the following equation (2).

The spring displacement calculator 17 uses the calculated air spring displacement ΔX (for example, the air spring displacement ΔX of each of the four air springs 7A and 7B) as a calculated value of the vertical displacement of the air springs 7A and 7B to the damper abnormality determination unit. 24. The differential pressure ΔP is input from the subtractor 16 to the spring reaction force calculator 18 . The spring reaction force calculator 18 calculates the vertical reaction force of the air springs 7A and 7B using the pressure values (more specifically, differential pressure ΔP) of the air springs 7A and 7B output from the pressure sensors 9A and 9B. is calculated, and the calculated value is output to the mass change calculation unit 19 . In this case, the spring reaction force calculator 18 multiplies the differential pressure ΔP and the pressure receiving area A to obtain the air spring reaction force ΔF[N]. That is, the spring reaction force calculator 18 performs the calculation of the following formula (3).

The spring reaction force calculator 18 calculates the calculated air spring reaction force ΔF (for example, the air spring reaction force ΔF of each of the four air springs 7A and 7B) as first information regarding the pressure value P of the air springs 7A and 7B. , and is output to the mass change calculation unit 19 . The mass change calculator 19 receives the air spring reaction force ΔF from the spring reaction force calculator 18 . The mass change calculation unit 19 calculates the mass change ΔM using the first information (air spring reaction force ΔF) regarding the pressure value P of the air springs 7A and 7B output from the spring reaction force calculation unit 18. The calculated value is output to the spring displacement estimator 23 . In this case, the mass change calculator 19 obtains the mass change ΔM of the vehicle body 2 from the reference value by dividing the air spring reaction force ΔF by the gravitational acceleration g. That is, the mass change calculation unit 19 performs the calculation of the following equation (4).

The mass change calculator 19 calculates the calculated mass change ΔM (for example, the mass change ΔM of each of the four air springs 7A and 7B) as a second It is output to the spring displacement estimator 23 as information. The current position L of the vehicle 1 output from the position sensor 11 is input to the track vertical displacement calculator 20 . A track vertical displacement calculator 20 obtains the vertical displacement of the track from the current position L of the vehicle 1 at that position. Specifically, the track vertical displacement calculation unit 20 calculates from the current position L of the vehicle 1 based on the track MAP (track information) of each of the left and right wheels (wheels 4) stored in the memory 13A of the diagnostic device 13. , the track vertical displacement Sf (left front track vertical displacement Sfl, right front track vertical displacement Sfr) at the front axle position (for example, the position of the bogie 3A on the front side in the traveling direction). The track vertical displacement calculator 20 converts the obtained vertical displacement Sf (Sfl, Sfr) of the track at the front axle position to the vertical displacement Sr ( The left rear track vertical displacement (Srl) and the right rear track vertical displacement (Srr) are output to the track vertical displacement calculator 22 for calculating the vertical displacement. The track vertical displacement calculator 20 also outputs the track vertical displacement Sf (Sfl, Sfr) at the position of the front axle to the spring displacement estimator 23 .

Here, when the track MAP (track information) is called, the track vertical displacement calculator 20 can read the data (information) as it is if the track on which the vehicle 1 travels is a single track. However, if the route is a double track, the track vertical displacement calculator 20 preferably differentiates the current position L to calculate the running direction of the train, and divides the track information into up and down lines according to the running direction. That is, it is preferable that the memory 13A stores the trajectory information of the up line and the trajectory information of the down line, and uses the trajectory information according to the traveling direction at that time. The reason for this is that the track of the vehicle 1 is not completely the same on the inbound line and the outbound line, and for example, the positions and structures of branch roads may differ between the inbound line and the outbound line. Furthermore, depending on the type of train, for example, the same inbound track may pass through a siding track or a passing track, so depending on the position information and speed, it may be a local train or a superior train (rapid, express, semi-express, limited express). ), and the trajectory information corresponding thereto may be stored in the memory 13A.

The travel speed V [m/s] of the vehicle 1 measured by the vehicle speed sensor 10 (that is, the real-time travel speed V) is input to the delay time calculator 21 . The delay time calculation unit 21 calculates the front axle position and the rear axle position from the traveling speed V and the distance D [m] between the axles of the vehicle 1 (for example, the distance between the front bogie 3A and the rear bogie 3B). Find the delay time τ between That is, the delay time calculator 21 calculates the delay time τ by dividing the distance D [m] between the axles of the vehicle 1 by the traveling speed V. FIG. The delay time calculator 21 outputs the calculated delay time τ to the track vertical displacement calculator 22 at the rear axle position.

The track vertical displacement calculator 22 at the rear axle position receives the track vertical displacement Sf (Sfl, Sfr) at the front axle position from the track vertical displacement calculator 20 at the front axle position, and the delay time calculator 21 calculates the delay time. τ is input. The track vertical displacement calculator 22 at the rear axle position calculates the track vertical displacement Sr (Srl, Srr) at the rear axle position from the vertical displacement Sf (Sfl, Sfr) of the track at the front axle position and the delay time τ. The track vertical displacement calculator 22 outputs the calculated track vertical displacement Sr (Srl, Srr) at the rear axle position to the spring displacement estimator 23 .

The spring displacement estimation unit 23 is arranged in the vehicle 1 together with the spring displacement calculation unit 17, the damper abnormality determination unit 24, and the like. The spring displacement estimating unit 23 receives the "mass change ΔM of the vehicle body 2" from the mass change calculating unit 19, and the track vertical displacement calculating unit 20 calculates the "vertical displacement Sf (Sfl, Sfr) of the track at the position of the front axle. ” is inputted from the track vertical displacement calculator 22, and “vertical displacement Sr (Srl, Srr) of the track at the position of the rear axle” is inputted. A spring displacement estimator 23 receives as input the mass change ΔM of the vehicle body 2, the vertical displacement Sf (Sfl, Sfr) of the track at the position of the front axle, and the vertical displacement Sr (Srl, Srr) of the track at the position of the rear axle. The vertical displacement of the air springs 7A and 7B is estimated by calculation. The spring displacement estimator 23 outputs the estimated value to the damper abnormality determiner 24 as an air spring displacement estimated value ΔXc (for example, air spring displacement estimated value ΔXc of each of the four air springs 7A and 7B).

That is, the spring displacement estimating unit 23 uses the "railway vehicle model that models the vehicle 1" and the "position information output from the position sensor 11 (more specifically, the vertical displacements Sf and Sr of the track obtained from the position information"). )” and “the pressure value P of the air springs 7A and 7B (more specifically, the amount of change in mass ΔM calculated from the pressure value P)” is used to estimate the vertical displacement of the air springs 7A and 7B, and the damper Output to the abnormality determination unit 24 . More specifically, the spring displacement estimating unit 23 calculates the "railway vehicle model", the "vertical displacements Sf and Sr of the track obtained from the speed value and the position information of the vehicle 1 output from the vehicle speed sensor 10", and the "pressure value P The vertical displacement of the air springs 7A and 7B is estimated by calculation from the second information (the amount of change in mass ΔM) regarding the The spring displacement estimator 23 outputs the estimated vertical displacement of the air springs 7A, 7B, that is, an estimated air spring displacement ΔXc, which is an estimated value of the vertical displacement of the air springs 7A, 7B, to the damper abnormality determiner 24. .

Here, for the railway vehicle model, for example, a "vehicle model" as described in Patent Literature 1 can be used. That is, the spring displacement estimator 23 estimates the vertical displacements of the air springs 7A and 7B using the railway vehicle model (state equation) as described after paragraph [0036] of Patent Document 1 and in FIG. An air spring displacement estimated value ΔXc can be calculated). Note that the spring displacement estimator 23 may use a railway vehicle model (state equation) other than that of Patent Document 1. For example, it is possible to use a vehicle model (state equation) capable of more accurately determining the estimated values of the vertical displacements of the air springs 7A and 7B, in other words, a vehicle model (state equation) corresponding to the structure of the vehicle 1. .

The damper abnormality determining section 24 receives the air spring displacement ΔX from the spring displacement calculating section 17 and the estimated air spring displacement ΔXc from the spring displacement estimating section 23 . A damper abnormality determination unit 24 compares the air spring displacement ΔX and the air spring displacement estimated value ΔXc to determine whether the dampers 8A and 8B are normal or abnormal. That is, the damper abnormality determination unit 24 calculates the air spring displacement ΔX, which is the calculated value of the vertical displacement of the air springs 7A and 7B output from the spring displacement calculation unit 17, and the air spring displacement ΔX output from the spring displacement estimation unit 23. The air spring displacement estimated value ΔXc, which is the estimated value of the vertical displacement of 7B, is compared to determine abnormality. The damper abnormality determination unit 24 determines that the dampers 8A and 8B are abnormal when, for example, the difference between the air spring displacement ΔX and the air spring displacement estimated value ΔXc is equal to or greater than a preset threshold value X1. can be done. The threshold value X1 is a threshold value that serves as a criterion for determining whether the dampers 8A and 8B are normal or abnormal, and is stored in advance in the memory 13A. The threshold value X1 can be obtained in advance by calculation, experiment, simulation, or the like, and is set as a value that enables accurate determination. The damper abnormality determination unit 24 outputs (notifies) the result of determination as to whether the dampers 8A and 8B are normal, that is, the detection result of the vertical motion damper abnormality as diagnostic information of the diagnostic device 13 to a higher control device. As a result, the host control device can acquire the vertical motion damper abnormality detection result (whether or not the dampers 8A and 8B are normal). For example, when the host control device acquires a determination result indicating that there is an abnormality, it notifies the driver by displaying a warning on a monitor or the like provided in the driver's cab of the vehicle 1 .

The vehicle 1 and the operating state diagnosis device 12 mounted on the vehicle 1 according to the first embodiment have the configuration as described above. Next, the operation thereof will be described.

The vehicle 1 runs, for example, toward the left side in FIG. 1 along the rail R (track). When the vehicle 1 is running and vibration such as roll (horizontal sway) or pitch (back and forth sway) occurs, the dampers 8A and 8B reduce the upward and downward vibrations at this time. damping force. As a result, vertical vibration of the vehicle body 2 can be reduced (suppressed). While the vehicle 1 is running, the vehicle information of the vehicle 1, that is, the pressure values P of the air springs 7A and 7B, the current position L of the vehicle 1, and the A traveling speed V is input as a high-order signal. The diagnostic device 13 diagnoses the operational states of the dampers 8A and 8B based on the pressure value P, the current position L, and the running speed V acquired in real time. That is, the diagnosis device 13 determines abnormality of the dampers 8A and 8B while the vehicle 1 is running.

The flow chart of FIG. 3 shows diagnostic processing (abnormality determination processing) performed by the diagnostic device 13 . The process of FIG. 3 is repeatedly executed at a predetermined control period (for example, 10 msec) after the diagnosis device 13 is activated.

When the process of FIG. 3 is started, the diagnostic device 13 acquires information from the upper signal in S1. That is, in S1, the vehicle information of the vehicle 1, specifically, the position information of the vehicle 1 (current position L) and the speed value of the vehicle 1 (running speed V) are transmitted from a host controller (not shown) through the communication line 14. , the pressure value P, which is the internal pressure of the air springs 7A and 7B, is obtained. In S2, from the vehicle information (current position L, running speed V, pressure value P) obtained in S1, "vertical displacement Sf (Sfl, Sfr) of the track at the position of the front axle" and "vertical displacement Sr of the track at the position of the rear axle" are calculated. (Srl, Srr)" and "mass change amount ΔM" are obtained, and an air spring displacement estimated value ΔXc is calculated based on the railway vehicle model. At S3, the air spring displacement ΔX is calculated from the vehicle information (pressure value P) acquired at S1.

In S4, it is determined whether or not the dampers 8A and 8B are normal. In this case, in S4, the air spring displacement estimated value ΔXc calculated in S2 and the air spring displacement ΔX calculated in S3 are compared. That is, in S4, for example, it is determined whether or not the difference value between the air spring displacement estimated value ΔXc and the air spring displacement ΔX is equal to or greater than the threshold value X1. If "NO" in S4, that is, if it is determined that the difference value between the air spring displacement estimated value ΔXc and the air spring displacement ΔX is smaller than the threshold value X1, the process proceeds to S5. On the other hand, if "YES" in S4, that is, if it is determined that the difference value between the air spring displacement estimated value ΔXc and the air spring displacement ΔX is equal to or greater than the threshold value X1, the process proceeds to S7.

In S5, it is determined that the dampers 8A and 8B are normal, and the process proceeds to S6. In S6, the damper abnormality determination unit 24 outputs (notifies) a signal indicating that the damper is normal as diagnostic information to the upper controller, and ends (returns). That is, it returns to the start via the end, and repeats the processing from S1 onwards. On the other hand, in S7, it is determined that the dampers 8A and 8B are abnormal, and the process proceeds to S8. In S8, the damper abnormality determination unit 24 outputs (notifies) a signal indicating "damper abnormality" as diagnostic information to the upper controller, and ends (returns). It should be noted that the notification of "damper normal" in S6 may serve as notification during operation, or may be omitted. That is, the damper abnormality determination unit 24 may be configured to output a "damper abnormality" signal as diagnostic information to the host controller only when it is determined that the dampers 8A and 8B are abnormal.

In addition, when the processing of S4, that is, the comparison between the air spring displacement ΔX and the air spring displacement estimated value ΔXc in the damper abnormality determination unit 24, the comparison may be performed constantly in real time, or a preset time (specified time ) may be compared. Furthermore, the damper abnormality determination unit 24 may determine that there is an abnormality when the integrated value of the difference between the air spring displacement ΔX and the air spring displacement estimated value ΔXc is equal to or greater than a specified value. In other words, the numerical processing related to abnormality determination (diagnosis of operating state) is not limited to the processing described above.

Also, for example, consider a case where it is determined in S4 that the difference value between the air spring displacement estimated value ΔXc of all the air springs 7A and 7B and the air spring displacement ΔX is equal to or greater than the threshold value X1. In this case, it is conceivable that all of the dampers 8A and 8B (four dampers) are in an abnormal state at the same time, but such an abnormal state is unlikely. Therefore, in such a case, it may be determined that there is a track abnormality. For example, a process of making such a determination may be added after the process of S4 in FIG. Furthermore, when it is determined that the difference value between the air spring displacement ΔX and the air spring displacement estimated value ΔXc is equal to or greater than the threshold value X1, the damper abnormality determination unit 24, for example, lengthens the section for abnormality determination, and specifies the section on the traveling route. If there is an abnormality in only a section (a short section) (the difference value is equal to or greater than the threshold value X1), it may be determined that the track is abnormal, and if the entire travel route is abnormal (the difference value is equal to or greater than the threshold value X1), it may be determined that the damper is abnormal. . That is, it is also possible to separate the track abnormality from the damper abnormality. In any case, in the first embodiment, when the vehicle 1 is running, abnormality determination (operating state diagnosis) of the dampers 8A and 8B is performed based on information constantly flowing to the vehicle 1 as a host signal. It can be done in real time with high accuracy.

As described above, according to the first embodiment, "air spring displacement ΔX that is a calculated value of the vertical displacement of the air springs 7A and 7B" and "air spring displacement ΔX that is an estimated value of the vertical displacement of the air springs 7A and 7B" displacement estimated value ΔXc" to determine abnormality. In this case, the spring displacement calculator 17 can calculate the air spring displacement ΔX using the pressure value P measured by the existing pressure sensors 9A and 9B. Further, the spring displacement estimation unit 23 can estimate the air spring displacement estimated value ΔXc using the pressure value P measured by the existing pressure sensors 9A and 9B and the position information acquired by the existing position sensor 11. can. Furthermore, the spring displacement estimating unit 23 can estimate the air spring displacement estimated value ΔXc using the railway vehicle model from the track information (track vertical displacement Sf, Sr) at that position obtained from the position information. The accuracy of this estimation can be improved. As a result, the accuracy of abnormality determination can be improved while suppressing the need for an additional sensor.

According to the first embodiment, the spring displacement estimator 23 uses the "railway vehicle model", the "velocity value output from the vehicle speed sensor 10, and the positional information acquired by the existing position sensor 11. The air spring displacement estimated value ΔXc is estimated from the vertical displacements Sf, Sr” and the “mass change amount ΔM of the vehicle body 2, which is information about the pressure value P”. For this reason, the spring displacement estimator 23 calculates the vertical displacement Sf (Sfl, Sfr) of the track at the position corresponding to the axle on the front side in the direction of travel (bogie 3A on the front side) and the axle on the rear side in the direction of travel (bogie 3B on the rear side). The air spring displacement estimated value ΔXc can be estimated using the vertical displacement Sr (Srl, Srr) of the track at the position corresponding to . Thereby, the estimation accuracy of the spring displacement estimator 23 can be further improved.

In the first embodiment, the speed value (running speed V) output from the vehicle speed sensor 10 is used to calculate the vertical displacement Sr of the track at the position corresponding to the rear axle (rear bogie 3B) in the traveling direction. The case where (Srl, Srr) is calculated has been described as an example. However, not limited to this, for example, the vehicle speed sensor 10 is omitted, and the speed value (travel speed V) calculated from the position information (current position L) of the position sensor 11 is used to calculate the rear axle in the traveling direction (rear The vertical displacement Sr (Srl, Srr) of the track at the position corresponding to the side carriage 3B) may be calculated.

That is, the spring mechanism displacement estimating unit calculates the spring mechanism based on the "railway vehicle model", the "vertical displacement of the track obtained from the speed value of the railway vehicle calculated from the position information and the position information", and the "information on the pressure value". may be estimated. In this case as well, the spring mechanism displacement estimator uses the vertical displacement of the track at the position corresponding to the axle on the front side in the traveling direction and the vertical displacement of the track at the position corresponding to the axle on the rear side in the traveling direction to calculate the vertical displacement of the spring mechanism. can be estimated. Therefore, also in this case, the estimation accuracy of the spring mechanism displacement estimator can be further improved.

In the first embodiment, the vertical displacement Sf (Sfl, Sfr) and the vertical displacement Sr (Srl, Srr) of the track at the position corresponding to the axle (rear bogie 3B) on the rear side in the direction of travel has been described as an example. However, the present invention is not limited to this, and for example, a configuration may be adopted in which the vertical displacement of the track is acquired without using the velocity value. That is, from the current position (position information) of the railway vehicle, the track information (track map) of the route on which the railway vehicle is running, and the dimensions of the railway vehicle, the position corresponding to the front axle (front bogie) in the traveling direction is determined. The vertical displacement of the track and the vertical displacement of the track at the position corresponding to the axle on the rear side in the direction of travel (the truck on the rear side) may be acquired.

In the first embodiment, the case where the diagnostic device 13 for performing arithmetic processing for determining abnormality of the dampers 8A and 8B is provided separately from the host control device has been described as an example. may be incorporated. That is, the shock absorber abnormality determination may be performed by a dedicated arithmetic processing unit (microcomputer) for this determination, or may be incorporated in an arithmetic processing unit (microcomputer) for performing other control processing.

In the first embodiment, the diagnosis device 13 can always perform abnormality determination in real time while the vehicle 1 is running. However, the calculation function (estimation function) based on the railway vehicle model of the diagnosis device 13 has a large error due to the running speed V of the vehicle 1 and the track condition (current position L) (the accuracy of the air spring displacement estimated value ΔXc decreases. )there is a possibility. Therefore, as in the first modification shown in FIG. 4, the vehicle 1 travels in a preset travel section (between L1 and L2) at a preset travel speed (between V1 and V2). Sometimes, it may be configured to perform abnormality determination (operating state diagnosis).

That is, in the first modification, the diagnosis device 13 determines that the position information (current position L) is within a predetermined range (L1<L<L2) and the speed value (travel speed V) is predetermined. The operation state of the dampers 8A, 8B is diagnosed using the air spring displacement estimated value ΔXc within the determined range (V1<V<V2). For this reason, in the first modified example, processes of S21 and S22 are added between S1 and S2 of FIG. 3 of the first embodiment. That is, in the first modification, as shown in FIG. 4, the processes of S21 and S22 are performed between S1 and S2. In this case, in S21 following S1, it is checked whether the current position L (position information) acquired in S1 is within a predetermined range, for example, between a predetermined value L1 and a predetermined value L2 (L1<L<L2). judge. If the determination is YES in S21, the process proceeds to S22, and if the determination is NO in S21, the process returns to S1. In S22, it is determined whether the traveling speed V (speed value) acquired in S1 is within a predetermined range, for example, between a predetermined value V1 and a predetermined value V2 (V1<V<V2). If "YES" is determined in S22, the process proceeds to the process after S2 (abnormality determination process), and if "NO" is determined in S22, the process returns to S1.

Thus, in the first modified example, the section and the running speed for determining abnormality are set. For this reason, for example, by appropriately setting the speeds (predetermined values V1 and V2), it is possible to prevent the vehicle 1 from traveling more than usual when another vehicle is jammed in front of or behind the vehicle 1, such as when commuting in the morning or evening. When the speed V is slow, the abnormality determination can be stopped. Also, by appropriately setting the sections (predetermined values L1 and L2), the air spring displacement estimated value ΔXc in sections where the trajectory is extremely poor (places not suitable for abnormality determination) such as before and after the turnout can be excluded. , an air spring displacement estimated value ΔXc in a section with a remarkably good trajectory (place suitable for abnormality determination) such as a straight horizontal section. Thereby, the accuracy of abnormality determination can be improved. That is, according to such a first modification, the operation states of the dampers 8A and 8B can be diagnosed using the air spring displacement estimated value ΔXc when the position information is within the predetermined range. Therefore, the operation states of the dampers 8A and 8B can be diagnosed using the air spring displacement estimated value ΔXc in a traveling section such as a straight section where the track is stable. As a result, the accuracy of abnormality determination can be improved from this aspect as well. Either one of S21 or S22 may be omitted.

In the first embodiment, the diagnosis device 13 can always perform abnormality determination in real time while the vehicle 1 is running. However, the error may increase depending on the traveling conditions of the vehicle 1 and the loading conditions of the vehicle body 2 . Therefore, as in the second modification shown in FIG. 5, a configuration may be adopted in which abnormality determination (operating state diagnosis) is performed at a preset time (between t1 and t2). That is, in the second modification, the diagnostic device 13 uses the air spring displacement estimated value ΔXc when the current time is within a predetermined range (t1<t<t2) to determine the operating states of the dampers 8A and 8B. Diagnose. For this reason, in the second modification, processes of S31 and S32 are added between S1 and S2 of FIG. 3 of the first embodiment. That is, in the second modification, as shown in FIG. 5, the processes of S31 and S32 are performed between S1 and S2. In this case, in S31 following S1, the current time t is acquired. In S32 following S31, it is determined whether or not the current time t obtained in S31 is within a predetermined range, for example, between time t1 and time t2 (t1<t<t2). If "YES" is determined in S32, the process proceeds to the process after S2 (abnormality determination process), and if "NO" is determined in S32, the process returns to S1.

Thus, in the second modified example, the time for abnormality determination is set. Therefore, by appropriately setting the times t1 and t2, it is possible to select conditions in which the running conditions of the vehicle 1 are relatively constant, such as early morning, late at night, or during the day, and to make an abnormality determination. Thereby, the accuracy of abnormality determination can be improved. That is, according to the second modification, the operation states of the dampers 8A and 8B can be diagnosed using the air spring displacement estimated value ΔXc when the current time is within the predetermined range. Therefore, the operation states of the dampers 8A and 8B can be diagnosed using the air spring displacement estimated value ΔXc at times when the running conditions of the vehicle 1 are relatively constant, such as early in the morning, late at night, or during the day. As a result, the accuracy of abnormality determination can be improved from this aspect as well.

Also, FIG. 6 shows a third modification. A third modification combines the first and second modifications. That is, in the third modification, the vehicle 1 travels in a preset travel section (between L1 and L2) at a preset travel speed (between V1 and V2), and An abnormality determination (operating state diagnosis) may be performed during time (between t1 and t2). Thereby, the accuracy of abnormality determination can be further improved.

In the first embodiment and the first to third modifications, the case where the abnormality determination is performed regardless of the pressure (internal pressure) values of the air springs 7A and 7B has been described as an example. Here, the vehicle 1 normally adjusts the internal pressure of the air springs 7A and 7B according to the number of passengers on board to keep the vehicle height constant. However, for example, if air leaks from the air springs 7A and 7B, or if the internal pressure of the air springs 7A and 7B is increased due to the tilt of the vehicle body, the calculation accuracy of the estimation decreases and there is a possibility of erroneous determination. There is Therefore, as in the fourth modification shown in FIG. 7, when the pressure of the air springs 7A and 7B is within a preset range (between P1 and P2), an abnormality determination (operating state diagnosis) is performed. good too.

That is, in the fourth modification, the diagnostic device 13 determines the damper 8A using the air spring displacement estimated value ΔXc when the pressure P of the air springs 7A and 7B is within a preset range (P1<P<P2). , 8B. For this reason, in the fourth modification, the processing of S41 is added after the processing of S32 of the third modification shown in FIG. That is, in the fourth modification, as shown in FIG. 7, the process of S41 is performed between S32 and S2. In this case, in S41 following S32, it is determined whether or not the pressure value P of the air springs 7A and 7B obtained in S1 is between the pressure values P1 and P2 (P1<P<P2). If "YES" is determined in S41, the process proceeds to the process after S2 (abnormality determination process), and if "NO" is determined in S41, the process returns to S1. Thus, in the fourth modified example, the pressure for determining abnormality is set. Therefore, by appropriately setting the pressure values P1 and P2, it is possible to suppress erroneous determinations based on estimated values when the internal pressures of the air springs 7A and 7B are abnormal (for example, when internal pressure changes are large). Thereby, the accuracy of abnormality determination can be improved.

In the first embodiment and the first to fourth modifications, the case where the abnormality determination is performed regardless of the traveling direction of the vehicle 1 has been described as an example. However, the vehicle 1 has different track conditions and presence/absence of points depending on whether it is an "inbound line and an outbound line" or an "outer circuit and an inner circuit". . Therefore, as in a fifth modified example shown in FIG. 8, the abnormality determination (operating state diagnosis) may be performed while the vehicle 1 is traveling on an up lane. Further, as in the sixth modification shown in FIG. 9, the abnormality determination (operating state diagnosis) may be performed while the vehicle 1 is running on the outbound track. The traveling direction of the vehicle 1 can be determined from position information, for example. As a result, the operational states of the dampers 8A and 8B can be diagnosed using the vertical displacement of the track according to the traveling direction of the vehicle 1 from the position information.

In the fifth modification shown in FIG. 8, the processing of S51 is added in the middle of the processing of the fourth modification shown in FIG. In S51, it is determined whether or not the traveling direction is upward. In the sixth modification shown in FIG. 9, the processes of S21, S22, S32, S41 and S51 of the fifth modification shown in FIG. 8 are changed to S61, S62, S63, S64 and S65. That is, in the sixth modification, the thresholds (L3, L4, V3, V4, t3, t4) for the current position, traveling speed, etc. are changed between the up line and the down line. However, it is not necessary to change everything, and for example, the time and speed may be the same. In addition to the inbound line and the outbound line, it is also possible to select a travel direction that matches the running of the railroad vehicle, such as an outer track and an inner track. In such a modified example, it is possible to select a travel section and travel conditions with high calculation accuracy, including the difference in travel conditions due to "up and down lines" or "outer and inner loops." Thereby, the accuracy of abnormality determination can be improved.

10 to 13 show a second embodiment. The feature of the second embodiment is that the damper between the bogie and the wheels is a damping force adjustable damper (semi-active damper), and a control device for controlling the damping force of the damping force adjustable damper is in an operating state. The reason is that it is configured to perform diagnosis (abnormality determination processing). In addition, in 2nd Embodiment, the same code|symbol is attached|subjected to the same component as 1st Embodiment, and the description is abbreviate|omitted.

Between the vehicle body 2 of the vehicle 1 and the bogies 3A and 3B, dampers 31A to 31D are arranged as shock absorbers. The dampers 31A to 31D are damping force adjustable dampers (semi-active dampers) whose damping force can be adjusted, and suppress vibrations of the carriages 3A and 3B. In this case, dampers 31A-31D are provided with control valves 37A-37D, such as, for example, solenoid valves. The dampers 31A-31D adjust the valve opening pressures of the control valves 37A-37D by supplying electric power (driving current) from the control device 34, thereby changing the damping characteristics from hard characteristics (hard characteristics) to soft characteristics ( soft properties) can be adjusted continuously.

The dampers 31A to 31D are not limited to continuously adjusting damping characteristics, and may be adjustable in two steps or in a plurality of steps. Also, the dampers 31A to 31D may be damping force adjustable dampers (for example, dampers containing functional fluids such as electrorheological fluids and magnetic fluids) that adjust the damping force according to voltage and current. . That is, the dampers 31A-31D can use various damping force adjustable dampers that can variably adjust (increase or decrease) the damping force at the same piston speed. As shown in FIG. 11, the dampers 31A to 31D are arranged with two axes relative to one carriage 3A, 3B, and four axes relative to one vehicle 1 (two carriages 3A, 3B). That is, the dampers 31A-31D, which serve as vertical motion dampers, are arranged in parallel with the air springs 7A-7D, like the dampers 8A and 8B of the first embodiment.

Further, as shown in FIG. 11, at four corners of the vehicle body 2, that is, at four positions spaced apart in the longitudinal direction and the lateral direction of the vehicle body 2, acceleration (vibration) in the vertical direction of the vehicle body 2 is applied at each position. A total of four acceleration sensors 32A-32D are provided to measure. The acceleration sensors 32A to 32D are sensors (behavior sensors) mounted at different locations on the vehicle 1 to detect the behavior of the vehicle 1 (more specifically, the vibration state of the vehicle body 2). Acceleration sensors 32A to 32D can be various acceleration sensors such as piezoelectric, servo, and piezoresistive analog acceleration sensors.

The acceleration (vertical acceleration) measured by the acceleration sensors 32A-32D is used for controlling the dampers 31A-31D and for diagnosing the operating state of the dampers 31A-31D. For this purpose, the acceleration sensors 32A-32D are connected to the controller 34. FIG. The acceleration sensors 32A-32D constitute a vehicle body acceleration measuring section that measures the vertical acceleration of the vehicle body 2 and outputs a signal corresponding to the acceleration to the control device 34. FIG. Note that the acceleration sensors 32A to 32D are not limited to the front left side, front right side, rear left side, and rear right side of the vehicle body 2. For example, the acceleration sensors 32A to 32D are arranged at the front center, center left side, center right side, and rear center of the vehicle body 2. Etc., the arrangement of the sensors on the vehicle body 2 may take any form. Also, the number of acceleration sensors 32A-32D is not limited to four, and may be freely selected according to the purpose of measurement and control. For example, the vehicle body 2 may be provided with 2, 3, or 5 or more.

Next, the control device 34 for variably controlling (adjusting) the damping force of each of the dampers 31A to 31D will be described.

The control device 34 is installed at a predetermined position of the vehicle 1 (for example, a position substantially in the center of the vehicle body 2). The control device 34 includes, for example, a microcomputer and a drive circuit. The input side of controller 34 is connected to acceleration sensors 32A-32D. The output side of controller 34 is connected to dampers 31A-31D (more specifically, respective control valves 37A-37D). The control device 34 has a memory 34A as a storage unit composed of ROM, RAM, non-volatile memory, and the like. The memory 34A stores, for example, a processing program for controlling the damping forces of the dampers 31A-31D. The control device 34 is also connected to a higher-level control device (not shown) via the communication line 14 . Vehicle information of the vehicle 1 (for example, the current position L of the vehicle, the running speed V, etc.) is input as a host signal from the host control device to the control device 34 via the communication line 14 . Note that the acceleration sensors 32A to 32D may be connected to a host control device, and the vertical acceleration may also be input to the control device 34 as a host signal.

The control device 34 internally performs calculations based on the sensor signals obtained from the acceleration sensors 32A-32D and the upper signals obtained via the communication line 14, and the dampers 31A-31D (more specifically, each control It outputs a driving current as a command signal to the valves 37A-37D). That is, the control device 34 reads detection signals and the like from the acceleration sensors 32A to 32D at each sampling time, and responds to the damping force to be generated by each of the dampers 31A to 31D according to a predetermined control rule (vibration suppression control logic). Calculate the drive current. Further, the control device 34 outputs drive currents to the control valves 37A-37D individually to variably control the forces generated by the dampers 31A-31D. As the control law for each of the dampers 31A-31D, for example, skyhook control law, LQG control law, H∞ control law, or the like can be used.

Next, the operating state diagnostic device 33 for diagnosing the operating state of each damper 31A-31D will be described with reference to FIG. It should be noted that in the following description, the parts that are different from the operating state diagnosis device 12 of the first embodiment will mainly be described, and the detailed description of the same parts will be omitted.

The operating state diagnostic device 33 of the second embodiment diagnoses the operating state of the dampers 31A to 31D, which are semi-active dampers. The operating state diagnostic device 33 includes pressure sensors 9A to 9D, a vehicle speed sensor 10, a position sensor 11, acceleration sensors 32A to 32D, and a control device 34 as an arithmetic processing device that performs diagnostic arithmetic processing. . The control device 34 serves not only as a control device that performs arithmetic processing for controlling the damping forces of the dampers 31A-31D, but also as a diagnostic device that performs arithmetic processing for diagnosing the operating state of the dampers 31A-31D (abnormality determination). Therefore, in the memory 34A of the control device 34, in addition to the processing program used for controlling the damping force of the dampers 31A-31D, the processing program for executing the processing flow shown in FIG. Also stored is a processing program used for diagnosing the operating state of the. The memory 34A of the control device 34 stores reference values, judgment values, vehicle model, track information (track maps of left and right wheels), etc. used for diagnosing the operating state, as in the first embodiment. It is

The controller 34 receives the pressure of the air springs 7A-7D from the pressure sensors 9A-9D, the traveling speed (vehicle speed) of the vehicle 1 from the vehicle speed sensor 10, and the traveling position (current position) of the vehicle 1 from the position sensor 11. ) is input in real time via the communication line 14 . In addition, the vertical acceleration of the vehicle body 2 from the acceleration sensors 32A to 32D is also input to the control device 34 in real time. That is, while the vehicle 1 is running, the control device 34 receives the pressure value signals from the pressure sensors 9A to 9D, the vehicle speed signal from the vehicle speed sensor 10, the running position signal from the position sensor 11, and the acceleration sensor. The signals of vertical acceleration from 32A-32D are acquired in real time. The control device 34 determines abnormality of the dampers 31A-31D based on these signals. Specifically, the control device 34 internally performs calculations based on the pressure values of the air springs 7A-7D, the vehicle speed and traveling position of the vehicle 1, and the vertical acceleration of the vehicle body 2, and determines the operation states of the dampers 31A-31D. Perform diagnostic processing.

In this case, the control device 34 generates the "railway vehicle model" from "the vertical displacement of the track obtained from the position information" and "the change in the mass of the air spring reaction force calculated from the pressure values of the air springs 7A-7D." is used to estimate the vertical acceleration of the vehicle body 2 . The control device 34 then compares the estimated value of the vertical acceleration with the measured value of the vertical acceleration measured by the acceleration sensors 32A-32D to determine whether the dampers 31A-31D are abnormal. That is, in the second embodiment, a vehicle model of the vehicle 1 is used based on the traveling speed of the vehicle 1, the current position, and the pressure sensor values of the air springs 7A to 7D, which are distributed to various devices in the vehicle 1. 2 is calculated as an estimated value (acceleration estimated value). Then, this estimated value is compared with the measured value of the acceleration sensors 32A-32D used to control the damping force of the dampers 31A-31D, and the abnormality of the dampers 31A-31D is determined.

For this reason, as shown in FIG. 12, the control device 34 includes a reference pressure output unit 15, a subtraction unit 16, a spring reaction force calculation unit 18, a mass change calculation unit 19, and a track vertical position of the front axle position. A displacement calculator 20, a delay time calculator 21, a track vertical displacement calculator 22 at the position of the rear axle, an acceleration estimator 35 as a vehicle body acceleration estimator, and a damper abnormality determiner 36 as a shock absorber abnormality determiner. It has

The acceleration estimation unit 35 is arranged in the vehicle 1 together with the damper abnormality determination unit 36 and the like. The acceleration estimating unit 35 receives the "mass change ΔM of the vehicle body 2" from the mass change calculating unit 19, and the "vertical displacement Sf of the track at the position of the front axle" from the track vertical displacement calculating unit 20. A “vertical displacement Sr of the track at the position of the rear axle” is input from the vertical displacement calculator 22 . The acceleration estimator 35 receives the mass change ΔM of the vehicle body 2, the vertical displacement Sf of the track at the position of the front axle, and the vertical displacement Sr of the track at the position of the rear axle, and estimates the vertical acceleration of the vehicle body 2 by calculation using the vehicle model. do. The acceleration estimating section 35 outputs the estimated value to the damper abnormality determining section 36 as the vehicle body vertical acceleration estimated value Gc.

That is, the acceleration estimating unit 35 uses the "railway vehicle model that models the vehicle 1" and the "position information output from the position sensor 11 (more specifically, the vertical displacements Sf and Sr of the track obtained from the position information). and "the pressure value P of the air springs 7A and 7B (more specifically, the mass change amount ΔM calculated from the pressure value P)" is used to estimate the vertical acceleration of the vehicle body 2, and the damper abnormality determination unit 36 output to More specifically, the acceleration estimating unit 35 uses the “railway vehicle model”, the “vertical displacements Sf and Sr of the track obtained from the speed value and position information of the vehicle 1 output from the vehicle speed sensor 10”, and the “pressure value P The vertical acceleration of the vehicle body 2 is estimated by calculation from the second information (the amount of change in mass ΔM). The acceleration estimating section 35 outputs the estimated vertical acceleration of the vehicle body 2 , that is, the vehicle vertical acceleration estimated value Gc, which is an estimated value of the vertical acceleration of the vehicle body 2 , to the damper abnormality determining section 36 .

Here, for the railway vehicle model, for example, a "vehicle model" as described in Patent Literature 1 can be used. That is, the acceleration estimating unit 35 estimates the vertical acceleration of the vehicle body 2 (vehicle vertical acceleration estimation A value Gc can be calculated). Note that the acceleration estimating unit 35 may use a railway vehicle model (state equation) other than that of Patent Document 1. For example, it is possible to use a vehicle model (state equation) capable of more accurately obtaining an estimated value of the vertical acceleration of the vehicle body 2 , in other words, a vehicle model (state equation) corresponding to the structure of the vehicle 1 .

The measured value of the vertical acceleration of the vehicle body 2 measured by the acceleration sensors 32A to 32D, that is, the actual vertical acceleration Gr is input to the damper abnormality determination unit 36 . In addition, the vehicle body vertical acceleration estimated value Gc is input from the acceleration estimation unit 35 to the damper abnormality determination unit 36 . A damper abnormality determination unit 36 compares the actual vertical acceleration Gr with the vehicle body vertical acceleration estimated value Gc to determine whether the dampers 31A to 31D are normal or abnormal. That is, the damper abnormality determination unit 36 determines the actual vertical acceleration Gr, which is the measured value of the vertical acceleration of the vehicle body 2 output from the acceleration sensors 32A to 32D, and the estimated value of the vertical acceleration of the vehicle body 2 output from the acceleration estimation unit 35. is compared with the vehicle body vertical acceleration estimated value Gc, and an abnormality is determined. The damper abnormality determination unit 36 determines that the dampers 31A to 31D are abnormal when, for example, the difference between the actual vertical acceleration Gr and the vehicle body vertical acceleration estimated value Gc is equal to or greater than a preset threshold value G1. can be done. The threshold value G1 is obtained in advance by calculation, experiment, simulation, or the like so that it can be accurately determined whether the dampers 31A to 31D are normal or abnormal. The damper abnormality determination unit 36 outputs the result of determination as to whether or not the dampers 31A to 31D are normal, that is, the result of detection of vertical motion damper abnormality to a higher-level control device as diagnostic information for the control device 34 . As a result, the host control device can acquire the vertical motion damper abnormality detection result (whether or not the dampers 31A to 31D are normal).

The flow chart of FIG. 13 shows diagnostic processing (abnormality determination processing) performed by the control device 34 . The process of FIG. 13 is repeatedly executed at a predetermined control period (for example, 10 msec) after the control device 34 is activated. In each process in FIG. 13, the same step numbers are given to the same processes as the processes shown in FIG. 3 of the first embodiment, and descriptions thereof are omitted.

When the process of FIG. 13 is started, in S11, the control device 34 receives information from the upper signals, that is, the position information of the vehicle 1 (current position L), the speed value of the vehicle 1 (travel speed V), and the air spring 7A. , 7B are obtained. In S12, from the vehicle information (current position L, running speed V, pressure value P) acquired in S11, "vertical displacement Sf (Sfl, Sfr) of track at front axle position" and "vertical displacement Sr of track at rear axle position" are calculated. (Srl, Srr)" and "mass change amount ΔM" are obtained, and the vehicle vertical acceleration estimated value Gc is calculated based on the railway vehicle model. In S13, the actual vertical acceleration Gr measured by the acceleration sensors 32A-32D is acquired.

In S14, it is determined whether or not the dampers 31A-31D are normal. In this case, in S14, the vehicle vertical acceleration estimated value Gc calculated in S2 and the actual vertical acceleration Gr obtained in S13 are compared. That is, in S14, for example, it is determined whether or not the difference value between the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr is equal to or greater than the threshold value G1. If "NO" in S14, that is, if it is determined that the difference value between the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr is smaller than the threshold value G1, the process proceeds to S5. On the other hand, if "YES" in S14, that is, if it is determined that the difference value between the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr is greater than or equal to the threshold value G1, the process proceeds to S7.

In the process of S14, that is, when the damper abnormality determination unit 36 compares the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr, the comparison may be performed constantly in real time, or a preset time (specified time ) may be compared. Furthermore, the damper abnormality determination unit 36 may determine that there is an abnormality when the integrated value of the difference between the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr becomes equal to or greater than a specified value. That is, the numerical value processing related to abnormality determination (diagnosis of operating state) is not limited to the above-described processing such as acceleration value averaging processing, effective value processing, and difference value integration. Further, for example, when all (four) of the dampers 31A to 31D are determined to be abnormal at the same time, the possibility of such an abnormal state is low, so it may be determined that the track of the vehicle body 2 is abnormal. Further, when it is determined that the difference value between the vehicle body vertical acceleration estimated value Gc and the actual vertical acceleration Gr is equal to or greater than the threshold value G1, the damper abnormality determination unit 36, for example, selects a longer section for determination of abnormality, and specifies a section on the traveling route. If there is an abnormality in only a section (a short section) (the difference value is greater than or equal to the threshold value G1), it may be determined as a track abnormality, and if there is an abnormality (the difference value is greater than or equal to the threshold value G1) throughout the travel route, it may be determined as a damper abnormality. . That is, it is also possible to separate the track abnormality from the damper abnormality. In any case, in the second embodiment, when the vehicle 1 is running, the information constantly flowing to the vehicle 1 as the host signal and the acceleration information required for damping control of the dampers 31A to 31D are combined. Based on this, it is possible to perform the abnormality determination (operating state diagnosis) of the dampers 31A to 31D with high accuracy in real time.

In the second embodiment, abnormality of the dampers 31A-31D is determined by the control device 34 as described above, and its basic operation is not particularly different from that of the first embodiment. In particular, according to the second embodiment, the "actual vertical acceleration Gr, which is the measured value of the vertical acceleration of the vehicle body 2" and the "estimated vehicle vertical acceleration value Gc, which is the estimated value of the vertical acceleration of the vehicle body 2" are compared. , to determine anomalies. In this case, as the measured value of the vertical acceleration of the vehicle body 2, the measured value output from the existing acceleration sensors 32A-32D can be used. Further, the acceleration estimator 35 can estimate the vehicle body vertical acceleration estimated value Gc using the pressure value P measured by the existing pressure sensors 9A and 9B and the position information acquired by the existing position sensor 11. . Furthermore, since the acceleration estimating unit 35 can estimate the vehicle body vertical acceleration estimated value Gc using the railway vehicle model from the track information (track vertical displacement Sf, Sr) at that position obtained from the position information, It can improve estimation accuracy. As a result, the accuracy of abnormality determination can be improved while suppressing the need for an additional sensor.

According to the second embodiment, the acceleration estimating unit 35 uses the "railway vehicle model" and the "upper/lower direction of the track obtained from the speed value output from the vehicle speed sensor 10 and the position information obtained by the existing position sensor 11." An estimated vehicle body vertical acceleration value Gc is estimated from "displacements Sf, Sr" and "mass change amount ΔM of the vehicle body 2, which is information about the pressure value P". For this reason, the acceleration estimator 35 calculates the vertical displacement Sf (Sfl, Sfr) of the track at the position corresponding to the axle on the front side in the direction of travel (the truck 3A on the front side) and the axle on the rear side in the direction of travel (the truck 3B on the rear side). The vehicle vertical acceleration estimated value Gc can be estimated using the vertical displacement Sr (Srl, Srr) of the track at the corresponding position. Thereby, the estimation accuracy of the acceleration estimator 35 can be further improved.

In the second embodiment, the speed value (running speed V) output from the vehicle speed sensor 10 is used to calculate the vertical displacement Sr of the track at the position corresponding to the rear axle (rear bogie 3B) in the traveling direction. The case where (Srl, Srr) is calculated has been described as an example. However, not limited to this, for example, the vehicle speed sensor 10 is omitted, and the speed value (travel speed V) calculated from the position information (current position L) of the position sensor 11 is used to calculate the rear axle in the traveling direction (rear The vertical displacement Sr (Srl, Srr) of the track at the position corresponding to the side carriage 3B) may be calculated.

That is, the vehicle body acceleration estimator calculates the vertical displacement of the vehicle body based on the "railway vehicle model", the "vertical displacement of the track obtained from the speed value of the railway vehicle calculated from the position information and the position information", and the "information on the pressure value". Acceleration may be estimated. Moreover, it is good also as a structure which acquires the vertical displacement of a track|orbit, without using a velocity value.

In the second embodiment, the case where the control device 34 for controlling the damping forces of the dampers 31A to 31D is also configured to perform arithmetic processing for abnormality determination of the dampers 31A to 31D has been described as an example. However, the present invention is not limited to this, and a control device that performs arithmetic processing for controlling the damping force of the shock absorber and a control device that performs arithmetic processing for determining abnormality of the shock absorber may be provided separately.

Further, for example, as in the seventh modification shown in FIG. 14, the vehicle 1 travels in a preset travel section (between L1 and L2) at a preset travel speed (between V1 and V2). It is also possible to adopt a configuration in which an abnormality determination (operating state diagnosis) is performed when the That is, in the seventh modification, the control device 34 determines that the position information (current position L) is within a predetermined range (L1<L<L2) and the speed value (travel speed V) is predetermined. The operation state of the dampers 31A to 31D is diagnosed using the vehicle body vertical acceleration estimated value Gc within the determined range (V1<V<V2). For this reason, in the seventh modification, processes of S21 and S22 are added between S11 and S12 of FIG. 13 of the second embodiment. Since the processes of S21 and S22 are the same as those of the above-described first modification, further description will be omitted.

Further, for example, as in an eighth modified example shown in FIG. 15, a configuration may be adopted in which abnormality determination (operating state diagnosis) is performed at a preset time (between t1 and t2). That is, in the eighth modification, the control device 34 uses the vehicle body vertical acceleration estimated value Gc when the current time is within a predetermined range (t1<t<t2) to determine the operation states of the dampers 31A-31D. Diagnose. For this reason, in the eighth modification, as shown in FIG. 15, processes of S31 and S32 are added between S11 and S12 of FIG. 13 of the second embodiment. Since the processes of S31 and S32 are the same as those of the above-described second modification, further description is omitted.

Further, for example, as in a ninth modification shown in FIG. 16, the seventh modification and the eighth modification may be combined. Further, as in the tenth modification shown in FIG. 17, when the pressures of the air springs 7A and 7B are in a preset range (between P1 and P2), an abnormality determination (operating state diagnosis) is performed. good too. That is, in the tenth modification, the control device 34 controls the damper 31A using the vehicle body vertical acceleration estimated value Gc when the pressure P of the air springs 7A and 7B is within a preset range (P1<P<P2). - Diagnose the working condition of the 31D. For this reason, in the tenth modification, the processing of S41 is added after the processing of S32 of the ninth modification shown in FIG. Since the process of S41 is the same as that of the above-described fourth modification, further description is omitted.

Further, as in an eleventh modification shown in FIG. 18, the abnormality determination (operating state diagnosis) may be performed while the vehicle 1 is traveling on an up lane. In the eleventh modification, the processing of S51 is added in the middle of the processing of the tenth modification shown in FIG. Since the process of S51 is the same as that of the above-described fifth modification, further description is omitted. Further, as in a twelfth modification shown in FIG. 19, the abnormality determination (operating state diagnosis) may be performed while the vehicle 1 is traveling on an outbound track. In the twelfth modification, the processes of S21, S22, S32, S41 and S51 of the eleventh modification shown in FIG. 18 are changed to S61, S62, S63, S64 and S65. As a result, in the twelfth modification, the thresholds (L3, L4, V3, V4, t3, t4) for the current position and travel speed are changed between the up line and the down line, but there is no need to change all of them. , for example, the time and speed may be the same.

In the first embodiment, the dampers 8A and 8B are vertically arranged between the vehicle body 2 and the bogies 3A and 3B, that is, the dampers 8A and 8B are vertical dampers. However, not limited to this, for example, the shock absorber may be a lateral motion damper arranged in the lateral direction between the vehicle body and the bogie, a yaw damper arranged in the longitudinal direction (advance direction) between the vehicle body and the bogie, etc. Various shock absorbers arranged between the truck can be used. This also applies to the second embodiment and the first to twelfth modifications.

In the first and second embodiments, the air springs 7A to 7D are used as the spring mechanisms provided between the vehicle body 2 and the bogies 3A and 3B. However, the spring mechanism is not limited to this, and for example, a spring mechanism (various springs, elastic members) other than an air spring, such as a coil spring, may be used. For example, when the spring mechanism is a coil spring, the pressure value (stress value) applied to the spring mechanism can be measured by a pressure measuring unit such as a load sensor (strain sensor, strain gauge). This also applies to the first through twelfth modifications.

In the second embodiment, the case where the acceleration sensors 32A to 32D are provided on the vehicle body 2 has been described as an example. However, without being limited to this, for example, an acceleration sensor may be provided on the truck. Alternatively, the acceleration sensors may be provided on both the vehicle body and the bogie.

In the second embodiment, the case where the abnormality is determined using the vertical acceleration of the vehicle body 2 (actual vertical acceleration Gr, estimated vehicle vertical acceleration Gc) has been described as an example. However, not limited to this, for example, "vehicle body vertical acceleration (measured value, estimated value)" as in the second embodiment and "air spring vertical displacement (calculated value, estimated value )” may be used to determine an abnormality. This also applies to the seventh through twelfth modifications. Further, in the first embodiment and the first to sixth modifications, for example, by providing a vehicle body acceleration measuring unit (acceleration sensor) in a vehicle equipped with a conventional damper, the vertical acceleration of the vehicle body can be measured. Abnormality may be determined using both the vertical acceleration of the vehicle body and the vertical displacement of the air spring.

Furthermore, each embodiment and each modification are examples, and it goes without saying that partial replacement or combination of configurations shown in different embodiments is possible.

As an operating state diagnosis device based on the embodiment described above, for example, the following modes are conceivable.

As a first aspect, there is provided an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, comprising: a position detection unit for acquiring and outputting position information of the bogie; A pressure measuring unit for measuring and outputting a pressure value applied to a spring mechanism provided between the carriage, and a vertical displacement of the spring mechanism using the pressure value of the spring mechanism output from the pressure measuring unit A spring mechanism displacement calculation unit that calculates and outputs a spring mechanism displacement calculation unit that is disposed in the railway vehicle and uses a railway vehicle model that models the railway vehicle, the position information, and the pressure value of the spring mechanism. A spring mechanism displacement estimator that estimates and outputs a vertical displacement, a calculated value of the vertical displacement of the spring mechanism that is output from the spring mechanism displacement calculator, and a vertical displacement of the spring mechanism that is output from the spring mechanism displacement estimator. and a buffer abnormality determination unit that compares the estimated value of and determines abnormality of the buffer.

According to this first aspect, the shock absorber abnormality determination section calculates the calculated value of the vertical displacement of the spring mechanism output from the spring mechanism displacement calculation section and the estimated value of the vertical displacement of the spring mechanism output from the spring mechanism displacement estimation section. are compared to determine anomalies. In this case, the spring mechanism displacement calculation section can calculate the vertical displacement of the spring mechanism using the pressure value measured by the existing pressure measurement section. Further, the spring mechanism displacement estimating section can estimate the vertical displacement of the spring mechanism using the pressure value measured by the existing pressure measuring section and the position information acquired by the existing position detecting section. Furthermore, since the spring mechanism displacement estimating unit can estimate the vertical displacement of the spring mechanism using the railway vehicle model from the track information (vertical displacement of the track) at that position obtained from the position information, the vertical displacement of the spring mechanism can be estimated. The accuracy of the displacement estimate can be improved. As a result, the accuracy of abnormality determination can be improved while suppressing the addition of measurement means (sensors).

As a second aspect, in the first aspect, the spring mechanism displacement estimating unit includes the railroad vehicle model, the speed value of the railcar calculated from the position information, and the position information. A vertical displacement of the spring mechanism is estimated from the vertical displacement and the information on the pressure value. According to this second aspect, the spring mechanism displacement estimating section calculates the vertical displacement and the traveling direction of the track at the position corresponding to the front axle (front axle) in the traveling direction from the velocity value calculated from the position information and the position information. The vertical displacement of the spring mechanism can be estimated using the vertical displacement of the track at the position corresponding to the rear axle (rear axle). As a result, the accuracy of the estimated value of the vertical displacement of the spring mechanism by the spring mechanism displacement estimator can be further improved.

As a third aspect, in the first aspect, it further includes a speed measuring unit that measures and outputs a speed value of the railway vehicle, and the spring mechanism displacement estimating unit includes the railway vehicle model and the speed measuring unit. The vertical displacement of the spring mechanism is estimated from the vertical displacement of the trajectory obtained from the velocity value and the position information output from and the information on the pressure value. According to the third aspect, the spring mechanism displacement estimating section calculates the vertical displacement of the track at the position corresponding to the front axle (front axle) in the traveling direction based on the velocity value and the position information measured by the existing velocity measuring section. and the vertical displacement of the track at the position corresponding to the rear axle in the direction of travel (rear axle), the vertical displacement of the spring mechanism can be estimated. As a result, the accuracy of the estimated value of the vertical displacement of the spring mechanism by the spring mechanism displacement estimator can be further improved.

As a fourth aspect, there is provided an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, comprising a vehicle body acceleration measuring unit for measuring and outputting a vertical acceleration of the vehicle body; A position detection unit that acquires and outputs position information; a pressure measurement unit that measures and outputs a pressure value applied to a spring mechanism provided between the vehicle body and the bogie; A vehicle body acceleration estimating unit for estimating and outputting the vertical acceleration of the vehicle body using a railway vehicle model that models the vehicle, the position information, and the pressure value of the spring mechanism, and output from the vehicle body acceleration measuring unit a buffer abnormality determination unit that compares the measured value of the vertical acceleration of the vehicle body with the estimated value of the vertical acceleration of the vehicle body output from the vehicle body acceleration estimation unit, and determines abnormality of the buffer.

According to the fourth aspect, the shock absorber abnormality determining section compares the measured value of the vertical acceleration of the vehicle body output from the vehicle body acceleration measuring section and the estimated value of the vertical acceleration of the vehicle body output from the vehicle acceleration estimating section. and determine anomalies. In this case, the measured value of the vertical acceleration of the vehicle body can be the measured value output from the existing vehicle body acceleration measurement section. Further, the vehicle body acceleration estimating section can estimate the vertical acceleration of the vehicle body using the pressure value measured by the existing pressure measuring section and the position information acquired by the existing position detecting section. Furthermore, since the vehicle body acceleration estimator can estimate the vertical acceleration of the vehicle body using the railway vehicle model from the track information (vertical displacement of the track) obtained from the position information, the vehicle body vertical acceleration can be estimated. Value accuracy can be improved. As a result, the accuracy of abnormality determination can be improved while suppressing the addition of measurement means (sensors).

As a fifth aspect, in the fourth aspect, the vehicle body acceleration estimating unit is configured to calculate the vertical direction of the track obtained from the railway vehicle model, the speed value of the railway vehicle calculated from the position information, and the position information. A vertical acceleration of the vehicle body is estimated from the displacement and the information on the pressure value. According to the fifth aspect, the vehicle body acceleration estimator calculates the vertical displacement of the track at the position corresponding to the front axle (front axle) in the traveling direction and the rearward traveling direction displacement based on the position information and the velocity value calculated from the position information. The vertical acceleration of the vehicle body can be estimated using the vertical displacement of the track at the position corresponding to the side axle (rear axle). As a result, the accuracy of the estimated value of the vertical acceleration of the vehicle body by the vehicle body acceleration estimator can be further improved.

As a sixth aspect, in the fourth aspect, the vehicle body acceleration estimating unit further includes a speed measuring unit that measures and outputs a speed value of the railway vehicle, and the vehicle body acceleration estimating unit includes the railway vehicle model and the speed measuring unit. The vertical acceleration of the vehicle body is estimated from the vertical displacement of the track obtained from the output speed value and the position information, and the information on the pressure value. According to the sixth aspect, the vehicle body acceleration estimator calculates the vertical displacement of the track at the position corresponding to the front axle in the direction of travel (front axle) from the speed value measured by the existing speed measurement unit and the position information. The vertical acceleration of the vehicle body can be estimated using the vertical displacement of the track at the position corresponding to the rear axle (rear axle) in the direction of travel. As a result, the accuracy of the estimated value of the vertical acceleration of the vehicle body by the vehicle body acceleration estimator can be further improved.

As a seventh aspect, in any one of the first to sixth aspects, the estimated value when the current time is within a predetermined range is used to diagnose the operational state of the buffer. According to the seventh aspect, for example, the operating state of the shock absorber can be diagnosed using the estimated value of the time when the running conditions of the railroad vehicle are relatively constant, such as early morning, late night, or daytime. As a result, the accuracy of abnormality determination can be improved from this aspect as well.

As an eighth aspect, in any one of the first to sixth aspects, the estimated value when the position information is within a predetermined range is used to diagnose the operational state of the shock absorber. According to the eighth aspect, it is possible to diagnose the operating state of the shock absorber using the estimated value of the traveling section such as a straight section where the track is stable. As a result, the accuracy of abnormality determination can be improved from this aspect as well.

As a ninth aspect, in any one of the first to sixth aspects, the operating state of the shock absorber is diagnosed using track information corresponding to the traveling direction of the railway vehicle, which is obtained from the position information. According to the ninth aspect, estimation can be performed using track information according to whether the traveling direction of the railway vehicle is uphill, downhill, outer loop, or inner loop. As a result, the accuracy of abnormality determination can be improved from this aspect as well.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace part of the configuration of each embodiment with another configuration.

This application claims priority based on Japanese Patent Application No. 2020-020837 filed on February 10, 2020. The entire disclosure, including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2020-020837 filed on February 10, 2020, is incorporated herein by reference in its entirety.

1 vehicle (railway vehicle) 2 car body 3A, 3B bogie 7A-7D air spring (spring mechanism) 8A, 8B, 31A-31D damper (buffer) 9A-9D pressure sensor (pressure measuring part) 10 vehicle speed sensor (speed measuring part ) 11 position sensor (position detector) 12, 33 operating state diagnostic device 17 spring displacement calculator (spring mechanism displacement calculator) 23 spring displacement estimator (spring mechanism displacement estimator) 24, 36 damper abnormality determiner (buffer Abnormality determination unit) 32A-32D Acceleration sensor (vehicle acceleration measurement unit) 35 Acceleration estimation unit (vehicle acceleration estimation unit) ΔF Air spring reaction force (information) Gc Vehicle vertical acceleration estimated value (estimated value) Gr Actual vertical acceleration (measured value ) L Current position (position information) ΔM Mass change (information) P Pressure value V Running speed (velocity value) ΔX Air spring displacement (calculated value) ΔXc Estimated air spring displacement (estimated value)

Claims (9)

An operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railroad vehicle,
a position detection unit that acquires and outputs position information of the trolley;
a pressure measuring unit that measures and outputs a pressure value applied to a spring mechanism provided between the vehicle body and the bogie;
a spring mechanism displacement calculation unit that calculates and outputs the vertical displacement of the spring mechanism using the pressure value of the spring mechanism output from the pressure measurement unit;
A spring mechanism displacement estimating unit disposed in the railway vehicle for estimating and outputting a vertical displacement of the spring mechanism using a railway vehicle model modeling the railway vehicle, the position information, and the pressure value of the spring mechanism. When,
The calculated value of the vertical displacement of the spring mechanism output from the spring mechanism displacement calculator and the estimated value of the vertical displacement of the spring mechanism output from the spring mechanism displacement estimator are compared to determine the abnormality of the shock absorber. a buffer abnormality determination unit for determining;
operating state diagnostic device. The operating state diagnostic device according to claim 1,
The spring mechanism displacement estimating unit calculates the vertical displacement of the track obtained from the railway vehicle model, the speed value of the railway vehicle calculated from the position information, and the position information, and the information on the pressure value. An operating state diagnostic device that estimates the vertical displacement of a spring mechanism. The operating state diagnostic device according to claim 1,
further comprising a speed measuring unit that measures and outputs a speed value of the railway vehicle;
The spring mechanism displacement estimating unit calculates the spring mechanism based on the railway vehicle model, the vertical displacement of the track obtained from the speed value and the position information output from the speed measuring unit, and the information on the pressure value. operating state diagnosis device that estimates the vertical displacement of the An operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railroad vehicle,
a vehicle body acceleration measuring unit for measuring and outputting the vertical acceleration of the vehicle body;
a position detection unit that acquires and outputs position information of the trolley;
a pressure measuring unit that measures and outputs a pressure value applied to a spring mechanism provided between the vehicle body and the bogie;
a vehicle body acceleration estimating unit disposed in the railway vehicle for estimating and outputting a vertical acceleration of the vehicle body using a railway vehicle model modeling the railway vehicle, the position information, and the pressure value of the spring mechanism;
A shock absorber that compares the measured value of the vertical acceleration of the vehicle body output from the vehicle acceleration measuring unit and the estimated value of the vertical acceleration of the vehicle output from the vehicle acceleration estimating unit, and determines whether the buffer is abnormal. an abnormality determination unit;
operating state diagnostic device. The operating state diagnostic device according to claim 4,
The vehicle body acceleration estimator calculates the vehicle body acceleration from the railway vehicle model, the vertical displacement of the track obtained from the railway vehicle speed value calculated from the position information, the position information, and the information on the pressure value. operating state diagnosis device that estimates the vertical acceleration of the The operating state diagnostic device according to claim 4,
further comprising a speed measuring unit that measures and outputs a speed value of the railway vehicle;
The vehicle body acceleration estimator calculates the vertical displacement of the track obtained from the railway vehicle model, the speed value output from the speed measurement unit, and the position information, and the information on the pressure value. Operating state diagnosis device that estimates acceleration. The operating state diagnostic device according to any one of claims 1 to 6,
An operating state diagnostic device for diagnosing the operating state of the shock absorber using the estimated value when the current time is within a predetermined range. The operating state diagnostic device according to any one of claims 1 to 6,
An operating state diagnostic device for diagnosing the operating state of the shock absorber using the estimated value when the position information is within a predetermined range. The operating state diagnostic device according to any one of claims 1 to 6,
An operating state diagnostic device for diagnosing the operating state of the shock absorber using the vertical displacement of the track according to the direction of travel of the railway vehicle, which is obtained from the position information.

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